CN101548086B - Method for operating spark ignition type internal combustion engine - Google Patents

Method for operating spark ignition type internal combustion engine Download PDF

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Publication number
CN101548086B
CN101548086B CN2007800448158A CN200780044815A CN101548086B CN 101548086 B CN101548086 B CN 101548086B CN 2007800448158 A CN2007800448158 A CN 2007800448158A CN 200780044815 A CN200780044815 A CN 200780044815A CN 101548086 B CN101548086 B CN 101548086B
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China
Prior art keywords
compression ratio
engine
closing timing
intake valve
internal combustion
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CN2007800448158A
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Chinese (zh)
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CN101548086A (en
Inventor
中坂幸博
泽田大作
秋久大辅
神山荣一
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Toyota Motor Corp
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a method for operating a spark ignition type internal combustion engine. The spark ignition type internal combustion engine is provided with a variable timing mechanism (B) able to control a closing timing of an intake valve (7) and a variable compression ratio mechanism (A) able to change a mechanical compression ratio. At the time of engine startup, the closing timing of the intake valve (7) is made the most delayed position so that the least intake air is fed to the inside of the combustion chamber (5) and the mechanical compression ratio is made the maximum compression ratio. The spark ignition type internal combustion engine is able to give reliable ignition at the time of engine startup and an action raising the desired engine speed.

Description

The method of running spark ignition type internal combustion engine
Technical field
The present invention relates to a kind of method of the spark ignition type internal combustion engine that turns round.
Background technique
In explosive motor, the closing timing of intake valve postpones more, in other words, the closing timing of intake valve is more near compression top center, the air inflow that then back is pressed to suction port inside when compression stroke from inside, firing chamber is big more, thus the air quantity that seals in the firing chamber---promptly to send into the air inflow of firing chamber---more little.Therefore, by the closing timing of control intake valve, may command is sent into the air inflow of firing chamber.
Therefore, a kind of spark ignition type internal combustion engine known in the art, it is provided with variable timing mechanism, this variable timing mechanism can control the closing timing of intake valve and control the closing timing of intake valve when engine start and make the required air inflow of starting be admitted to firing chamber (for example, referring to Japanese patent gazette (A) No.2006-138299).In this explosive motor, when engine start and engine speed raising, thereby being admitted to air inflow in the firing chamber by the closing timing control that changes intake valve prevents that engine speed improves when the engine start and too much surpasses the target idling, that is, when engine start, prevent racing of the engine as far as possible.
Yet, even thereby the closing timing that changes intake valve is by this way controlled the air inflow that is admitted in the firing chamber, also can not when engine start, prevent racing of the engine.
That is, in above-mentioned explosive motor, when engine start, must will send into the air inflow of firing chamber and reduce to less amount to prevent racing of the engine.For this reason, when engine start, the closing timing of necessary moderate retardation intake valve.Yet if the closing timing of retarded admission door, the timing of actual beginning compression becomes delay, so actual compression ratio stops to descend and can not stopping igniting.
Therefore, in above-mentioned explosive motor,, must shift to an earlier date the closing timing of intake valve and surpass and to be used to prevent the best closing timing that exceeds the speed limit in order to improve the actual compression ratio that is used to light a fire.Consequently, motor exceeds the speed limit inevitably when engine start.Therefore, as mentioned above, control the air inflow that is admitted in the firing chamber, also can not when engine start, prevent racing of the engine even change the closing timing of intake valve.
Summary of the invention
An object of the present invention is to provide a kind of method of the spark ignition type internal combustion engine that turns round, its can engine start and improve expectation engine speed finish reliable igniting as the time spent.
According to the present invention, a kind of method of the spark ignition type internal combustion engine that turns round is provided, described spark ignition type internal combustion engine is provided with the variable timing mechanism of the closing timing that can control intake valve and can changes the variable compression ratio of mechanical compression ratio, it is characterized in that, when engine start, the closing timing of intake valve is controlled to be makes the required air inflow of starting be admitted in the firing chamber, and mechanical compression ratio is located at the high compression ratio side.
Description of drawings
Fig. 1 is a kind of total figure of spark ignition type internal combustion engine.
Fig. 2 is the exploded perspective view of variable compression ratio.
Fig. 3 be shown in the side cross-sectional view of explosive motor.
Fig. 4 is the view of Variable Valve Time gear.
Fig. 5 is the view that the lift amount of intake valve and exhaust valve is shown.
Fig. 6 is the view that is used to illustrate engine compression ratio, actual compression ratio and expansion ratio.
Fig. 7 illustrates the view that concerns between theoretical thermal efficiency and the expansion ratio.
Fig. 8 is the view that is used to illustrate general circulation and superhigh expansion ratio cycle.
Fig. 9 illustrates the view that mechanical compression ratio etc. changes according to engine load.
Figure 10 is the time diagram that starting control is shown.
Figure 11 is the view that indication torque is shown.
Figure 12 is the flow chart that is used to carry out starting control.
Embodiment
Fig. 1 illustrates the side cross-sectional view of spark ignition type internal combustion engine.
With reference to Fig. 1,1 expression crankcase, 2 expression cylinder block, 3 expression cylinder head, 4 expression pistons, 5 expression firing chambers, 6 expressions are arranged on the spark plug at 5 top center places, firing chamber, 7 expression intake valves, 8 expression suction ports, 9 expression exhaust valves, 10 expression relief openings.Suction port 8 is connected to surge tank 12 by air intake branch 11, and each air intake branch 11 is provided with the fuel injector 13 that is used for to corresponding suction port 8 burner oils simultaneously.Should be noted that each fuel injector 13 can be arranged on each 5 place, firing chamber and be not attached to each air intake branch 11.
Surge tank 12 is connected to air-strainer 15 via suction tude 14, and simultaneously the inside of suction tude 14 is provided with the closure 17 that drives by actuator 16 and uses the air inflow detector 18 of heated filament for example etc.On the other hand, relief opening 10 is connected to the catalytic converter 20 that for example holds three-way catalyst by gas exhaust manifold 19, and gas exhaust manifold 19 inside are provided with air-fuel ratio sensor 21 simultaneously.Should be noted that such as baroceptor, cooling-water temperature sensor, oil temperature sensor, the various kinds of sensors such as vacuum transducer (not shown in Figure 1) that are used for detecting surge tank 12 internal pressures and be attached to motor.
On the other hand, in the mode of execution shown in Fig. 1, the attachment portion of crankcase 1 and cylinder block 2 is provided with variable compression ratio A, described variable compression ratio A can be along cylinder axis to the relative position that changes crankcase 1 and cylinder block 2, thereby change the volume of firing chamber 5 when piston 4 is positioned at compression top center, and be provided with actual compression action and begin timing and change the B of mechanism, it can change the beginning timing of actual compression action.Should be noted that in the mode of execution shown in Fig. 1 this actual compression action begins timing and changes the Variable Valve Time gear that the B of mechanism comprises the closing timing that can control intake valve 7.
Electronic control unit 30 comprises digital computer, is provided with by bidirectional bus 31 parts connected to one another, for example ROM (ROM (read-only memory)) 32, RAM (random access memory) 33, CPU (microprocessor) 34, input port 35 and output port 36.The output signal of the output signal of air inflow detector 18 and air-fuel ratio sensor 21 is input to input port 35 by corresponding AD converter 37.In addition, accelerator pedal 40 is connected to load sensor 41, and described load sensor 41 produces the output voltage that is directly proportional with the pushing amount L of accelerator pedal 40.The output voltage of load sensor 41 is input to input port 35 by corresponding AD converter 37.In addition, input port 35 is connected to CKP 42, and described CKP 42 for example produces the output pulse 30 ° the time in the every rotation of bent axle.On the other hand, output port 36 is connected to spark plug 6, fuel injector 13, throttle valve drive actuator 16, variable compression ratio A and Variable Valve Time gear B by drive circuit 38.
Fig. 2 is the exploded perspective view of the A of variable compression ratio shown in Fig. 1, and Fig. 3 be shown in the side cross-sectional view of explosive motor.With reference to Fig. 2, be formed with a plurality of juts 50 that are separated from each other with specific range at the place, bottom of two sidewalls of cylinder block 2.Each jut 50 all is formed with cross section and is circular cam patchhole 51.On the other hand, be formed with on the top surface of crankcase 1 and a plurality ofly be separated from each other and be assemblied in jut 52 between the corresponding jut 50 with specific range.These juts 52 also are formed with cross section and are circular cam patchhole 53.
As shown in Figure 2, be provided with pair of cams axle 54,55.Each camshaft 54,55 all has circular cam 56, and described circular cam 56 is fixed on the camshaft and whenever is inserted in the cam patchhole 51 in rotatable mode alternately.These circular cams 56 are coaxial with the spin axis of camshaft 54,55.On the other hand, shown in the hacures among Fig. 3, between circular cam 56, be extended with respect to the eccentric eccentric shaft 57 that is provided with of the spin axis of camshaft 54,55.Each eccentric shaft 57 all has in rotatable mode and is attached to other circular cam 58 on it prejudicially.As shown in Figure 2, these circular cams 58 are arranged between the circular cam 56.These circular cams 58 are inserted in the corresponding cam patchhole 53 in rotatable mode.
When the circular cam 56 that is fastened to camshaft 54,55 from the state shown in Fig. 3 (A) shown in the solid arrow Fig. 3 (A) during along the rotation of opposite direction, eccentric shaft 57 moves towards bottom centre place, so circular cam 58 is rotating along the direction opposite with circular cam 56 as the dotted arrow among Fig. 3 (A) shown in the cam patchhole 53.As shown in Fig. 3 (B), to locate when mobile towards bottom centre when eccentric shaft 57, the center of circular cam 58 moves to and is lower than eccentric shaft 57.
The relative position that comparison diagram 3 (A) and Fig. 3 (B) are appreciated that crankcase 1 and cylinder block 2 is determined by the distance between the center of the center of circular cam 56 and circular cam 58.Distance between the center of the center of circular cam 56 and circular cam 58 is big more, and then cylinder block 2 is far away more apart from crankcase 1.If cylinder block 2 is away from crankcase 1, then the volume of firing chamber 5 increases when piston 4 is positioned at compression top center, therefore by making camshaft 54,55 rotations, can change the volume of firing chamber 5 when piston 4 is positioned at compression top center.
As shown in Figure 2, in order to make camshaft 54,55 along opposite direction rotation, the axle of drive motor 59 is provided with a pair of worm gear 61,62 with opposite Hand of spiral.Be fastened to the end of camshaft 54,55 with these worm gear 61,62 meshed gears 63,64.In this mode of execution, can drive drive motor 59 with the interior volume that changes firing chamber 5 when piston 4 is positioned at compression top center on a large scale.Should be noted that Fig. 1 shows an example to variable compression ratio A shown in Figure 3.Can use the variable compression ratio of any type.
On the other hand, Fig. 4 illustrates the Variable Valve Time gear B that being used on the end that is attached to camshaft 70 among Fig. 1 drives intake valve 7.With reference to Fig. 4, this Variable Valve Time gear B is provided with by engine crankshaft by the timing belt pulley 71 of Timing Belt along direction of arrow rotation, barrel-type casing 72 with Timing Belt 71 rotations, can rotate together with intake valve drive cam shaft 70 and with respect to the axle 73 of cylindrical outer casing 72 rotation, extend to the blade 75 in the interior week of cylindrical outer casing 72 from a plurality of separators 74 that extend to axle 73 periphery interior week of cylindrical outer casing 72 and from the periphery of axle 73 between separator 74, the both sides of blade 75 are formed with the hydraulic chamber 77 that is used for hydraulic chamber in advance 76 and is used to postpone.
Working oil is sent to giving of hydraulic chamber 76,77 and is subjected to working oil to the control of sending control valve 78.This working oil is sent control valve 78 to be provided with: the hydraulic port 79,80 that is connected to hydraulic chamber 76,77; Be used for giving sending end mouth 82 from the working oil of oil hydraulic pump 81 discharging; A pair of discharge port 83,84; And the guiding valve 84 that is used for the connection and the disconnection of control port 79,80,82,83,84.
For the phase place of the cam of intake valve drive cam shaft 70 in advance, in Fig. 4, guiding valve 85 is moved right, be used for hydraulic chamber 76 in advance from give to deliver to for sending end mouth 82 by hydraulic port 79 to the working oil of sending, and the working oil of the hydraulic chamber 77 that is used for postponing is discharged from discharging port 84.At this moment, axle 73 rotates along the direction of arrow with respect to barrel-type casing 72.
In contrast, phase delay for the cam that makes intake valve drive cam shaft 70, in Fig. 4, guiding valve 85 is moved to the left, from being delivered to the hydraulic chamber 77 that is used to postpone to the working oil of sending by hydraulic port 80 for sending end mouth 82, the working oil that is used for hydraulic chamber 76 is in advance discharged from discharging port 83.At this moment, axle 73 rotates along the direction opposite with arrow with respect to barrel-type casing 72.
When axle 73 rotates with respect to barrel-type casing 72, if guiding valve 85 turns back to the neutral position shown in Fig. 4, then be used to make axle 73 counterrotating EOs, and the axle 73 relatively rotation place places that remain at that time.Therefore, can utilize Variable Valve Time gear B that the cam phase of intake valve drive cam shaft 70 is accurately shifted to an earlier date or the delay aequum.
In Fig. 5, solid line illustrates the situation when using Variable Valve Time gear B that the cam phase of intake valve drive cam shaft 70 is shifted to an earlier date, and is shown in dotted line the situation when using Variable Valve Time gear B to postpone with the cam phase that farthest makes intake valve drive cam shaft 70.Therefore, can be in freely set the timing of opening of intake valve 7 between the scope shown in scope shown in the solid line and the dotted line, so the closing timing of intake valve 7 can be set at by any crank angle in the scope shown in the arrow C among Fig. 5 by Fig. 5.
Variable Valve Time gear B shown in Fig. 1 and Fig. 4 is an example.That for example, can use that the closing timing that can only change intake valve keeps intake valve simultaneously opens the constant Variable Valve Time gear of timing or other various types of Variable Valve Time gear.
Next explain the connotation of employed term among the application with reference to Fig. 6.Should be noted that Fig. 6 (A), (B) and (C) illustrate for the purpose of description that to have combustion chamber volume be that 50 milliliters and displacement of piston are 500 milliliters motor.At these Fig. 6 (A), (B) with (C), combustion chamber volume illustrates the volume of firing chamber when piston is in compression top center.
Fig. 6 (A) explains mechanical compression ratio.Mechanical compression ratio is the value that combustion chamber volume and displacement of piston are mechanically determined during by compression stroke.This mechanical compression ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 (A), this mechanical compression ratio is (50 milliliters+500 milliliters)/50 milliliters=11.
Fig. 6 (B) explains actual compression ratio.This actual compression ratio is by combustion chamber volume and the definite value of actual stroke volume from compression actual when beginning piston when piston reaches top dead center.This actual compression ratio is represented by (combustion chamber volume+actual stroke volume)/combustion chamber volume.That is, as shown in Fig. 6 (B),, when opening, do not carry out intake valve compression even piston begins to rise in compression stroke yet.Actual compression action begins after the intake valve closure.Therefore, actual compression ratio uses actual stroke volume to be expressed as follows.In the example shown in Fig. 6 (B), actual compression ratio is (50 milliliters+450 milliliters)/50 milliliters=10.
Fig. 6 (C) explains expansion ratio.Expansion ratio is the value of being determined by combustion chamber volume and displacement of piston when the expansion stroke.This expansion ratio is represented by (combustion chamber volume+swept volume)/combustion chamber volume.In the example shown in Fig. 6 (C), this expansion ratio is (50 milliliters+500 milliliters)/50 milliliters=11.
Next explain the superhigh expansion ratio cycle of using in the present invention with reference to Fig. 7 and Fig. 8.Should be noted that Fig. 7 illustrates the relation between theoretical thermal efficiency and the expansion ratio, and Fig. 8 illustrates in the present invention according to the general circulation of optionally use and the contrast between the superhigh expansion ratio cycle of loading.
Fig. 8 (A) illustrates that when near lower dead center IVC Inlet Valve Closed merges and near the roughly general circulation during beginning compression bottom dead center of the compression of piston.In the example shown in this Fig. 8 (A), with Fig. 6 (A), (B) with the identical mode of example (C), making combustion chamber volume is 50 milliliters, and making displacement of piston is 500 milliliters.Be appreciated that from Fig. 8 (A) mechanical compression ratio is (50 milliliters+500 milliliters)/50 milliliters=11 in general circulation, actual compression ratio also approximately is 11, and expansion ratio also is (50 milliliters+500 milliliters)/50 milliliters=11.That is, in general explosive motor, mechanical compression ratio and actual compression ratio and expansion ratio are equal substantially.
Solid line among Fig. 7 is illustrated under the situation that actual compression ratio and expansion ratio equate substantially--promptly under general circuit situation--and the variation of theoretical thermal efficiency.In this case, can know that expansion ratio is big more, promptly actual compression ratio is big more, and then theoretical thermal efficiency is high more.Therefore, in general circulation, improve theoretical thermal efficiency, then should make actual compression ratio become big.But, because the restriction of detonation takes place when high engine load operation, so even actual compression ratio also can only reach about 12 when maximum value, thereby, in general circulation, can not make theoretical thermal efficiency enough high.
On the other hand, in this case, mechanical compression ratio and actual compression ratio have been distinguished in inventor's strictness, and studied theoretical thermal efficiency, found that expansion ratio is dominated in the theoretical thermal efficiency, and theoretical thermal efficiency not too is subjected to the influence of actual compression ratio basically.That is, if improve actual compression ratio, then explosive force increases, but the energy that compression needs is many, even thereby improve actual compression ratio, theoretical thermal efficiency can not improve too much yet.
In contrast, if improve expansion ratio, then the power effect time period of downward pushing piston is long more when expansion stroke, and then piston is long more to the time that bent axle applies rotating force.Therefore, expansion ratio is big more, and then theoretical thermal efficiency becomes high more.Being shown in dotted line with actual compression ratio stuck-at-0 and improve theoretical thermal efficiency under the situation of expansion ratio in this state among Fig. 7.By this way, can know that the raising amount of the theoretical thermal efficiency when improving expansion ratio under the state that maintains low value at actual compression ratio is little with the difference of the raising amount of theoretical thermal efficiency under the situation that actual compression ratio and expansion ratio improve shown in the solid line among Fig. 7.
If actual compression ratio maintains low value by this way, detonation can not take place then, therefore, then can prevent the generation of detonation and can improve theoretical thermal efficiency greatly if under actual compression ratio maintains the situation of low value, improve expansion ratio.Fig. 8 (B) illustrates when using variable compression ratio A and Variable Valve Time gear B actual compression ratio to be maintained the example of the situation of low value and raising expansion ratio.
With reference to Fig. 8 (B), in this example, use variable compression ratio A that combustion chamber volume is reduced to 20 milliliters from 50 milliliters.On the other hand, use Variable Valve Time gear B that the closing timing of intake valve is postponed, change to 200 milliliters from 500 milliliters up to the actual stroke volume of piston.As a result, in this example, actual compression ratio is that (20 milliliters+200 milliliters)/20 milliliters=11 and expansion ratio are (20 milliliters+500 milliliters)/20 milliliters=26.In the general circulation shown in Fig. 8 (A), as mentioned above, actual compression ratio is about 11, and expansion ratio is 11.Compare with this situation, under the situation shown in Fig. 8 (B), can know that only expansion ratio brings up to 26.The reason that Here it is is referred to as " superhigh expansion ratio cycle ".
As mentioned above, generally speaking, in explosive motor, the load of motor is low more, and then the thermal efficiency is poor more, and the thermal efficiency in the time of therefore will improving vehicle operation promptly will improve fuel consumption, the thermal efficiency in the time of just must improving the engine low load operation.On the other hand, in the superhigh expansion ratio cycle shown in Fig. 8 (B), the actual stroke volume of the piston when compression stroke is less, and therefore the air inflow that can be drawn in the firing chamber 5 is less, so this superhigh expansion ratio cycle only adopts when engine load is low.Therefore, in the present invention, when time of engine low load operation, set the superhigh expansion ratio cycle as shown in Fig. 8 (B), and when high engine load operation, set circulation as among Fig. 8 (A).
Next illustrate roughly according to overall operation control of the present invention with reference to Fig. 9.
Fig. 9 illustrates the change with engine load of the aperture of closing timing, actual compression ratio, air inflow, closure 17 of mechanical compression ratio, expansion ratio, intake valve 7 and pumping loss.It should be noted that, in according to the embodiment of the present invention, average air-fuel ratio in the firing chamber 5 generally is feedback controlled to stoichiometric air-fuel ratio based on the output signal of air-fuel ratio sensor 21, makes three-way catalyst in the catalytic converter 20 can side by side reduce unburned HC, CO and the NO in the exhaust X
Now, as mentioned above, when high engine load operation, the general circulation shown in the execution graph 8 (A).Therefore, as shown in Figure 9, this moment, promptly, mechanical compression ratio was in the low compression ratio side owing to the mechanical compression ratio step-down, thus the expansion ratio step-down, thus shown in the solid line of the lower among Fig. 9, the closing timing of intake valve 7 shifts to an earlier date shown in the solid line among Fig. 5.In addition, at this moment, air inflow is big.At this moment, the aperture of closure 17 is kept and is opened fully or open fully basically, so pumping loss is zero.
On the other hand, as shown in Figure 9, along with engine load reduces, mechanical compression ratio increases, so expansion ratio also increases.In addition, at this moment, the closing timing of intake valve 7 postpones along with the engine load step-down shown in the solid line among Fig. 9, thereby actual compression ratio keeps substantially constant.Should be noted that this moment, closure 7 also remained on the state of opening fully or opening fully basically.Therefore the air inflow that is admitted to firing chamber 5 is not subjected to the control of closure 17, but controlled by the variation of the closing timing of intake valve 7.This moment, pumping loss also was zero.
Like this, when engine load during from high engine load operation state step-down, mechanical compression ratio is along with air inflow reducing and increase under substantially invariable actual compression ratio.That is, the volume of firing chamber 5 and the direct ratio ground that is reduced to of air inflow reduce when piston 4 arrives compression top center.Therefore the volume of firing chamber 5 changes with air inflow with being directly proportional when piston 4 arrives compression top center.Should be noted that this moment, the air fuel ratio in the firing chamber 5 becomes stoichiometric air-fuel ratio, and therefore the volume of firing chamber 5 changes with fuel quantity with being directly proportional when piston 4 arrives compression top center.
If the further step-down of engine load, then mechanical compression ratio further increases and in the high compression ratio side.When mechanical compression ratio reaches the limit mechanical compression ratio of the structural limits that forms firing chamber 5, at the engine load L that is lower than when mechanical compression ratio reaches capacity mechanical compression ratio 1Load area in, mechanical compression ratio remains on limit engine compression ratio.Therefore when time of engine low load operation, mechanical compression ratio is a maximum value, and expansion ratio also is a maximum value.In other words, in the present invention, in order to obtain maximum expansion ratio when the time of engine low load operation, mechanical compression ratio should be maximum value.In addition, at this moment, the roughly the same actual compression ratio of actual compression ratio when actual compression ratio maintains with load and high loaded process in motor.
On the other hand, shown in the solid line among Fig. 9, along with the closing timing of engine load step-down intake valve 7 is deferred to the limit closing timing that can control the air inflow of sending into firing chamber 5.At the engine load L that is lower than when the closing timing of intake valve 7 reaches capacity closing timing 2Load area in, the closing timing of intake valve 7 remains on limit closing timing.If the closing timing of intake valve 7 remains on limit closing timing, then air inflow can not be again by the change control of the closing timing of intake valve 7.Therefore, must control air inflow with other method.
In the mode of execution shown in Fig. 9, at this moment, promptly at the engine load L that is lower than when the closing timing of intake valve 7 reaches capacity closing timing 2Load area in, use closure 17 controls to send into the air inflow of firing chamber 5.But if use closure 17 control air inflows, then as shown in Figure 9, pumping loss increases.
Should be noted that in order to prevent these pumping losss, at the engine load L that is lower than when the closing timing of intake valve 7 reaches capacity closing timing 2Load area in, closure 17 keeps opening fully or opening substantially fully.In this state, engine load is low more, then makes air fuel ratio big more.At this moment, fuel injector 13 preferably is arranged in the firing chamber 5 to carry out stratified mixture combustion.
As shown in Figure 9, when time of engine low speed, no matter engine load how, actual compression ratio all keeps substantially constant.But if engine speed raises, then the mixed gas in the firing chamber 5 is disturbed, so detonation is difficult to take place, thereby in according to the embodiment of the present invention, engine speed is high more, and then actual compression ratio is big more.On the other hand, as mentioned above, in the superhigh expansion ratio cycle as shown in Fig. 8 (B), expansion ratio is 26.This expansion ratio is high more good more, if but be 20 or higher, just can obtain quite high theoretical thermal efficiency.Therefore, in the present invention, variable compression ratio A is formed and makes that expansion ratio is 20 or higher.
In addition, in the example shown in Fig. 9, mechanical compression ratio changes continuously according to engine load.Yet mechanical compression ratio also can be classified to change according to engine load.
On the other hand, shown in the dotted line among Fig. 9, when the engine load step-down, under the situation that does not rely on closure 17, shift to an earlier date, just can control air inflow by the closing timing that makes intake valve 7.Therefore, in Fig. 9, if synthetically represent by the situation shown in the solid line with by the situation shown in the dotted line, in according to the embodiment of the present invention, along with the step-down of engine load, the closing timing of intake valve 7 changes along the direction of leaving compression bottom dead center BDC, promptly, make the closing timing of intake valve 7 away from BDC, up to the limit closing timing L that can control the air inflow of sending in the firing chamber 2
Next starting control according to motor of the present invention will be described.
In the present invention, when engine start, the air inflow that will send into firing chamber 5 by the closing timing of control intake valve 7 is controlled to be essential air inflow.Should be noted that when engine start no matter whether closure 17 is opened or closure, the pressure when intake valve 7 closures in the firing chamber 5 all becomes atmospheric pressure or becomes atmospheric pressure substantially.Therefore, at this moment,, send into the control that firing chamber 5 interior air inflows all are subjected to the closing timing of intake valve 7 no matter whether closure 17 is opened or closure.Therefore, when engine start, closure 17 can be opened or be closed.
Figure 10 is the time diagram according to the example of engine start control of the present invention.This Figure 10 illustrates the variation of the closing timing of ignition timing, intake valve 7, the variation of mechanical compression ratio and the variation of engine speed.Should be noted that Figure 10 illustrates the intake valve 7 closed situation after the air inlet lower dead center that makes.Therefore, in the example shown in Figure 10, the closing timing of intake valve 7 postpones more, and the air inflow of then sending into firing chamber 5 is more little.In addition, in Figure 10, the target idling when NX illustrates engine start.This target idling descends gradually along with engine warming up after engine start is finished.
With reference to Figure 10, when engine start, before burning first, make the closing timing of intake valve 7 farthest postpone.That is, the closing timing of intake valve 7 remains on apart from air inlet lower dead center limit closing timing place farthest.On the other hand, mechanical compression ratio remains on the low compression ratio side shown in solid line before bent axle begins to rotate.Should be noted that in the example shown in the solid line in Figure 10 that before bent axle began to rotate, mechanical compression ratio remained on the benchmark mechanical compression ratio of lowest compression ratio.
Next, even bent axle begins to rotate, mechanical compression ratio also temporarily remains on the low compression ratio side shown in the solid line among Figure 10.In the example shown in Figure 10, it remains on the benchmark mechanical compression ratio of minimum mechanical compression ratio.When bent axle rotated by this way, if mechanical compression ratio remains on the low compression ratio side, then therefore the actual compression ratio step-down can reduce the driving force of piston 4, thereby can reduce the size of starter motor and can reduce power consumption.
Next, mechanical compress is brought up to the high compression ratio side such as shown in the solid line among Figure 10 from the low compression ratio side before burning takes place first.Should be noted that this moment, in the example shown in Figure 10, mechanical compression ratio is brought up to limit mechanical compression ratio, that is, and maximum compression ratio.Therefore, when burning generation first, mechanical compression ratio becomes in the high compression ratio side.Should be noted that shown in the dotted line among Figure 10 before engine start, mechanical compression ratio can remain on the high compression ratio side, limit mechanical compression ratio for example, that is, and maximum compression ratio.
Now, in the present invention, as shown in Figure 10, when burning takes place first, the target idling NX when engine speed is brought up to engine start and target idling NX can not surpass engine start the time.Next with reference to Figure 11 this point is described.
Figure 11 illustrate as the function of engine coolant temperature T, engine speed is remained on the required demonstration moment of torsion of target idling.In explosive motor, engine coolant temperature T is low more, and then friction torque is big more, therefore as shown in figure 11, shows that moment of torsion is high more, and then engine coolant temperature is low more.
Now, in according to the embodiment of the present invention, the closing timing at intake valve 7 of burning first farthest postpones and makes that mechanical compression ratio is to take place under the state of maximum compression ratio.At this moment, make that mechanical compression ratio is a maximum compression ratio, so the actual compression ratio height.Therefore, good igniting and burning have been carried out.Yet the air inflow of sending in the firing chamber 5 is minimum, and therefore the demonstration moment of torsion shown in demonstration torque ratio Figure 11 of this moment is low.In this case, the target idling NX when engine speed is brought up to engine start, indication torque must be greater than the indication torque shown in Figure 11.
Therefore, when burning took place first, the closing timing of intake valve 7 was sent into air inflow in the firing chamber 5 with increase as shown in Figure 10 in advance, thereby produced the indication torque greater than the indication torque shown in Figure 11.That is, make the closing timing of intake valve 7 near the air inlet lower dead center.On the other hand, if the closing timing of intake valve 7 in advance, has then reduced mechanical compression ratio and has made actual compression ratio can not become high.
The mechanical compression ratio of this moment and the closing timing of intake valve 7 become the closing timing of mechanical compression ratio and intake valve 7, thereby engine speed is brought up to target idling NX and can not exceeded the speed limit.Find the mechanical compression ratio that engine speed can not exceed the speed limit so as to bringing up to target idling NX and the closing timing of intake valve 7 by experiment in advance, and in advance the closing timing of described mechanical compression ratio and intake valve 7 is stored among the ROM 32.
On the other hand, when shifting to an earlier date the closing timing of intake valve 7 by this way and reducing mechanical compression ratio, be later than the effect of the closing timing of intake valve 7 in advance if reduce the effect of mechanical compression ratio, then actual compression ratio will stop unusual rising.Therefore, in according to the embodiment of the present invention, at this moment, carry out the effect that the effect that reduces mechanical compression ratio has precedence over the closing timing of retarded admission door 7.
During target idling NX when engine speed reaches engine start, if the closing timing of controlling intake valve 7 immediately is to obtain to realize the air inflow of the indication torque shown in Figure 11, then engine speed remains on the target idling.Therefore, as shown in figure 10, during target idling NX when engine speed is brought up to engine start, the closing timing of intake valve 7 postpones engine speed is maintained target idling NX.At this moment, the effect that increases mechanical compression ratio is carried out in the effect that is later than the closing timing of retarded admission door 7 slightly.
Figure 12 illustrates the starting control program.
With reference to Figure 12, at first,, judge whether to send the instruction of piloting engine in step 100.For example, connect and bent axle when beginning to rotate, judge and sent the engine start instruction when starter switch.Next,, set the method that improves engine speed, that is, whether improve engine speed fast or slowly improve engine speed according to the operating condition of motor in step 101.
Next, in step 102, read pressure, engine speed and other engine operating status in engine coolant temperature, the surge tank 12.Next, in step 103, based on the establishing method that improves engine speed calculate when burning first, target air inflow when burning for the second time, when burning for the third time etc.Next, in step 104, based target air inflow and engine operating status calculate when burning first, the target closed timing of target mechanical compression ratio, ignition timing and intake valve 7 when burning for the second time etc.
Next, in step 105, carry out and handle so that mechanical compression ratio is changed into target compression ratio.Next, in step 106, whether the effect that judgement is changed into target compression ratio with mechanical compression ratio is finished.When finishing, program advances to step 107, carries out in step 107 and handles so that the closing timing of intake valve 7 is changed into target closed timing.Next, in step 108, judge whether starting control finishes.When starting control had finished, program was transformed into the idle running control of finishing after the starting.

Claims (7)

1. the method for the spark ignition type internal combustion engine that turns round, described spark ignition type internal combustion engine is provided with the variable timing mechanism (B) of the closing timing that can control intake valve (7) and can changes the variable compression ratio (A) of mechanical compression ratio, it is characterized in that, when engine start, the closing timing of described intake valve (7) is controlled to be makes the required air inflow of starting be fed in the firing chamber (5), and described mechanical compression ratio is located at the high compression ratio side.
2. the method for running spark ignition type internal combustion engine as claimed in claim 1 wherein, when engine start, remains on the closing timing of described intake valve (7) apart from air inlet lower dead center limit closing timing farthest and takes place up to burning first.
3. the method for running spark ignition type internal combustion engine as claimed in claim 1, wherein, burning back makes the closing timing of described intake valve (7) near the air inlet lower dead center when engine speed is brought up to the target idling first.
4. the method for running spark ignition type internal combustion engine as claimed in claim 1, wherein, when engine start, when bent axle begins to rotate, described mechanical compression ratio is located at the low compression ratio side and before taking place engine compression ratio brought up to described high compression ratio side from described low compression ratio side in burning first.
5. the method for running spark ignition type internal combustion engine as claimed in claim 1 wherein, remains on described mechanical compression ratio described high compression ratio side before engine start.
6. the method for running spark ignition type internal combustion engine as claimed in claim 1 wherein, when engine start, is made as maximum compression ratio with described mechanical compression ratio.
7. the method for running spark ignition type internal combustion engine as claimed in claim 1, wherein, when burning generation first, described mechanical compression ratio reduces immediately.
CN2007800448158A 2006-12-04 2007-10-26 Method for operating spark ignition type internal combustion engine Expired - Fee Related CN101548086B (en)

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